DOCSLIB.ORG

Methodologyforterritor

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Methodologyforterritor MODAL SPLIT INDICATORS METHODOLOGY FOR TERRITORIALISATION OF AIR TRANSPORT APRIL 2020 MODAL SPLIT INDICATORS METHODOLOGY FOR TERRITORIALISATION OF AIR TRANSPORT SUMMARY The methodology for ‘territorialisation’ of air transport data in the European Union, presented below, has been developed by Eurostat. ‘Territorialisation principle’ means that only freight and passenger transport performed within the territory of a country is considered. In terms of air transport, 'territorialisation' means that the transport performed in the air space is allocated to the countries overflown on each air transport route. The aim of territorialisation is to compare shares of each transport mode into the total transport performance in the European Union and also at national level. This is called the ‘modal split’ between the different transport modes. ‘Territorialisation’ is straight-forward for transport by road, railway and inland waterways, as it takes place on the territory of a country. The calculation is more complex for maritime and air transport, which only uses airport or port infrastructure in the country where the transport starts (origin) and where it ends (destination), and merely passes through the national waters or airspace of other countries on the route. ‘Transport performance’ is measured in tonnes-kilometres (tkm) for freight and passenger-kilometres for passengers (pkm). A tonne-kilometre is defined as one tonne of freight flying for one kilometre; a passenger-kilometre is defined as one passenger flying for one kilometre. The total tkm or pkm on an air route are, first, calculated based on passengers/freight transported between pair of airports and a distance matrix; and, then, the calculated tkm/pkm are ‘territorialised’ by allocating them proportionally to the countries overflown, according to the distance flown over each country. Eurostat maintains a database of distances (distance matrix) between EU airports, and between EU airports and World-wide airports. The distances are based on the ‘greater-circle’ distance, which is the shortest distance between two points on the surface of a sphere (i.e. the shortest possible flight path between the airport of origin and the airport of destination). This shortest distance is then split into distance legs for each country overflown during the flight in order to 'territorialise' the transport performance. The distance for each country is based on its national airspace, which includes territorial waters of 12 nautical miles off its coast. It must be highlighted that the ‘territorialised’ air transport performance is a concept used only for comparing the transport modes' activity at countries' level. The resulting statistics are not comparable with statistics on energy consumption in transport or with GHG emissions as these are based on different methodologies. A number of concrete examples of application of the methodology for different flight routes are given towards the end of this document. These examples include national flight routes (including routes passing over another country, flight routes to overseas territories, ‘intra-EU’ flight routes between two Member States (including routes passing over other countries) and international ‘extra-EU’ routes between a Member State and a country outside the EU. Page 2 of 26 MODAL SPLIT INDICATORS METHODOLOGY FOR TERRITORIALISATION OF AIR TRANSPORT Table of Contents 1 INTRODUCTION 4 2 MODAL SPLIT INDICATORS: WHAT DATA ARE NEEDED FOR TRANSPORT MODES 4 2.1 Modal split indicators 4 2.2 Territoriality principle 4 3 AIR TRANSPORT STATISTICS 5 3.1 Air transport data collection 5 3.2 Distance overflown and calculation of tonne-km and passenger-km 5 3.3 Attribution of calculated tonne-km and passenger-km at country level 6 4 DISTANCE MATRIX/TERRITORIALISATION TOOL 6 4.1 General principles 6 4.1.1 Great-circle distance 6 4.1.2 Countries coverage of territorialisation tool 7 4.1.3 Territorial waters 7 4.1.4 Total distances vs. territorialised breakdown 8 4.2 Completion of the matrix 8 4.3 Coverage of the matrix 10 5 METHODOLOGY 10 5.1 Calculation of passenger-km/tonne-km 10 5.2 Tonne-km and passenger-km for air transport, according to the 'territoriality principle' 10 5.3 Calculation of the aggregates 12 5.4 Distance class 14 5.5 Exclusion of double counting 14 6 EXAMPLES 15 6.1 National (domestic) transport 15 6.2 International intra-EU transport 20 6.3 International extra-EU transport 21 Page 3 of 26 MODAL SPLIT INDICATORS METHODOLOGY FOR TERRITORIALISATION OF AIR TRANSPORT 1 INTRODUCTION The main cornerstone for the EU transport policy is the White Paper 'Roadmap to a Single European Transport Area – Towards a competitive and resource efficient transport system'1, adopted in 2011. The White Paper lists ten goals for a competitive and resource efficient transport system in Europe. In order to monitor progress towards certain of these goals, comprehensive and comparable data on passenger-km and tonne-km by distance travelled is needed for all modes of transport. The transport statistics data collection, in its significant part, is based on legislation applied by EU Member States, European Free Trade Association (EFTA) countries and certain candidate countries. Transport performance is measured in tonne-km (for freight transport) or in passenger-km (for passenger transport). However, the legislation for collecting data on the different transport modes varies to some extent, reflecting the peculiarities of the specific transport modes and to the data needs for each mode. 2 MODAL SPLIT INDICATORS: WHAT DATA ARE NEEDED FOR TRANSPORT MODES 2.1 MODAL SPLIT INDICATORS Modal split indicators (MSI) are defined as the share of each mode of transport in the total transport performance, measured in tonne-kilometres or passenger-kilometres. MSI measure the composition of transport performance, i.e. the importance of each mode of transport for the total freight or passenger transport, and the evolution over time in the share of each transport mode. 2.2 TERRITORIALITY PRINCIPLE Dependent on the transport mode in question, transport performance is reported by the countries according to the "territoriality principle" (rail and inland waterways) or is 'territorialised' by Eurostat from the detailed region-to-region data (road freight). In practice, only the transport performance that takes place on the territory of the country, performed by any operator (domestic or foreign) is taken into account by territorialised transport statistics. In the case of international transport, only the leg of the journey that takes place within the territory of the country is considered. Within the frame of transport statistics, according to the ‘territorialisation principle’, only freight and passenger transport performed within the territory of a country is considered. This also includes all parts of cross-border transport performed on the country’s territory, irrespective of whether the journey is only crossing the territory or whether its origin or destination lies within the country. 1 https://ec.europa.eu/transport/themes/strategies/2011_white_paper_en Page 4 of 26 MODAL SPLIT INDICATORS METHODOLOGY FOR TERRITORIALISATION OF AIR TRANSPORT Rail and inland waterways statistics, as they are reported by the countries to Eurostat according to the legal acts on statistics in force2, are already reported following the ‘territoriality principle’3 and data refer only to transport performance that has taken place on the territory of the countries. In contrast, road freight transport is currently collected4 on all movements of vehicles registered in the reporting country (i.e. the 'nationality principle'), whether these are carried out within the territory of the country or abroad. Road freight transport data, particularly for international transport, need to be recalculated according to the "territoriality principle". This is done by Eurostat on the basis of journey- related data, with the help of a distance matrix that models the most likely route taken (the fastest route). This allows cross-border transport journeys to be ‘cut’ into national legs for each country of the route5. Furthermore, the data collections6 on air and maritime transport cover passengers and freight transported between a pair of airports or ports, without having data reported in tonne-km or passenger-km. Consequently, the main challenge in calculating modal split is being able to use coherent data series across the different transport modes, based on methodologies that are as comparable as possible. 3 AIR TRANSPORT STATISTICS 3.1 AIR TRANSPORT DATA COLLECTION Eurostat collects air transport data expressed in tonnes and in number of passengers carried between pairs of airports according to Regulation (EC) No 437/2003 of the European Parliament and of the Council of 27 February 2003 on statistical returns in respect of the carriage of passengers, freight and mail by air. According to this legal act, data are reported for commercial air services. This means that military flights, flight activities relating to aerial work, hospital flights and any other non-commercial flights are excluded. The legal act specifically states that detailed reporting (on transported passengers/cargo between pairs of airports) should be done by airports with traffic in excess of 150 000 passenger units annually. For the smaller airports, aggregated reporting is sufficient. 3.2 DISTANCE OVERFLOWN AND CALCULATION OF TONNE-KM AND PASSENGER-KM In addition to these data on volumes of freight and passengers transported, the distance
Load more

Recommended publications
  • Bus Rapid Transit (BRT) Review Route 72/73 Stakeholder Report Back: What We Heard June 2018
    Bus Rapid Transit (BRT) Review Route 72/73 Stakeholder Report Back: What we Heard June 2018 Verbatim Comments The comments below are as they were submitted by participants attending the events and at the online portal pages. No edits have been made but personal information or offensive language is removed with an indication that this has happened. Route-specific comments are divided by route and into three categories for each route, answering the three engagement questions: 1. What do you like about the proposed route? (positive feedback) 2. What would you change or think could be improved about the proposed route? (negative feedback) 3. Is there anything else you think we should know? (general feedback) General, non-route-specific comments and Evaluation comments follow the route-specific verbatims. Route 72/73 What do you like about the proposed route? • (9) I used 72/73 to • It goes all over Calgary. Russcarrock/Westbrook area so this • It goes all way to Calgary. works for me • It is good that it connects to the C-train. • 9 will be same frequency It will multiply the options so it is good. • Chinook to Ogden Our shift goes to 11pm so this covers • I didn't realize my route was deleted our staff. (72/73) but it looks like the 9 replaces it • Like that you can go from Dover Reach exactly where I use it so all good with Drive to McMann St Hospital and church me! at 44th and 16th • I go to Chinook jump on the train and • Now takes the 72/73.
    [Show full text]
  • Time and Motion
    Time and motion © 1997−2009, Millennium Mathematics Project, University of Cambridge. Permission is granted to print and copy this page on paper for non−commercial use. For other uses, including electronic redistribution, please contact us. January 1999 Features Time and motion by Robert Hunt Since the dawn of time mankind has searched for ever quicker ways to travel from A to B. First it was the wheel; then horses and other animals were drafted in to help, and in the last century steam engines started to power locomotives. Aeroplanes took off in this century, and in 1976 Concorde was the first passenger transport to break the sound barrier. The fastest method of transport in modern times is the spacecraft, such as NASA's Space Shuttle. Time and motion 1 Time and motion Figure 1: The blue route? But speed isn't the only consideration in travel: it's also important to make sure that the route chosen is the shortest. Imagine you were piloting Concorde from London to San Francisco, and you had to choose a route on the map. Would you choose the straight line, marked in blue, or the long curved line marked in yellow? Well the curved line is the shortest one! Figure 2: Or the yellow? Why's that? It's because the Earth isn't flat, but maps are, so maps are always distorted. The shortest route between two points on a globe is along part of a great circle, which is a large circle going all the way round the globe with the centre of the Earth at the centre of the circle.
    [Show full text]
  • Perth's Urban Rail Renaissance
    University of Wollongong Research Online Faculty of Engineering and Information Faculty of Engineering and Information Sciences - Papers: Part B Sciences 2016 Perth's urban rail renaissance Philip G. Laird University of Wollongong, [email protected] Follow this and additional works at: https://ro.uow.edu.au/eispapers1 Part of the Engineering Commons, and the Science and Technology Studies Commons Recommended Citation Laird, Philip G., "Perth's urban rail renaissance" (2016). Faculty of Engineering and Information Sciences - Papers: Part B. 277. https://ro.uow.edu.au/eispapers1/277 Research Online is the open access institutional repository for the University of Wollongong. For further information contact the UOW Library: [email protected] Perth's urban rail renaissance Abstract Over the past thirty five years, instead of being discontinued from use, Perth's urban rail network has been tripled in route length and electrified at 25,000 oltsv AC. The extensions include the Northern Suburbs Railway (with stage 1 opened in 1993 and this line reaching Butler in 2014), and, the 72 kilometre Perth Mandurah line opening in 2007. Integrated with a well run bus system, along with fast and frequent train services, there has been a near ten fold growth in rail patronage since 1981 when some 6.5 million passengers used the trains to 64.2 million in 2014-15. Bus patronage has also increased. These increases are even more remarkable given Perth's relatively low population density and high car dependence. The overall improvements in Perth's urban rail network, with many unusual initiatives, have attracted international attention.
    [Show full text]
  • Changes to Transit Service in the MBTA District 1964-Present
    Changes to Transit Service in the MBTA district 1964-2021 By Jonathan Belcher with thanks to Richard Barber and Thomas J. Humphrey Compilation of this data would not have been possible without the information and input provided by Mr. Barber and Mr. Humphrey. Sources of data used in compiling this information include public timetables, maps, newspaper articles, MBTA press releases, Department of Public Utilities records, and MBTA records. Thanks also to Tadd Anderson, Charles Bahne, Alan Castaline, George Chiasson, Bradley Clarke, Robert Hussey, Scott Moore, Edward Ramsdell, George Sanborn, David Sindel, James Teed, and George Zeiba for additional comments and information. Thomas J. Humphrey’s original 1974 research on the origin and development of the MBTA bus network is now available here and has been updated through August 2020: http://www.transithistory.org/roster/MBTABUSDEV.pdf August 29, 2021 Version Discussion of changes is broken down into seven sections: 1) MBTA bus routes inherited from the MTA 2) MBTA bus routes inherited from the Eastern Mass. St. Ry. Co. Norwood Area Quincy Area Lynn Area Melrose Area Lowell Area Lawrence Area Brockton Area 3) MBTA bus routes inherited from the Middlesex and Boston St. Ry. Co 4) MBTA bus routes inherited from Service Bus Lines and Brush Hill Transportation 5) MBTA bus routes initiated by the MBTA 1964-present ROLLSIGN 3 5b) Silver Line bus rapid transit service 6) Private carrier transit and commuter bus routes within or to the MBTA district 7) The Suburban Transportation (mini-bus) Program 8) Rail routes 4 ROLLSIGN Changes in MBTA Bus Routes 1964-present Section 1) MBTA bus routes inherited from the MTA The Massachusetts Bay Transportation Authority (MBTA) succeeded the Metropolitan Transit Authority (MTA) on August 3, 1964.
    [Show full text]
  • Everett's Inbound Bus Lane on Broadway
    EVERETT Fast, reliable, and accessible transportation was lacking in Everett, Transforming a Parking Lane and city officials knew something had to change. A city just north of Boston, Everett saw that it’s lack of quality transportation into a Shared Bus/Bike Lane options for residents and those passing through were insufficient. Originally the Mayor wanted to explore extending the Orange Line for the Morning commute or the commuter rail, both of which would be costly and lengthy projects. However, after MassDOT completed the Everett Transit Action Plan in November 2016, it was clear that bus improvements would be a faster, and cheaper, way to prioritize transit in the City. Morning Peak Time Dedicated Bus Lane Everett’s Mayor was a strong believer in the Transit Action Plan Pilot: December 2016 to September 2017 and provided the political will for changes to be made. Mode share data showing that 50% of people on the corridor were on the bus Permanent: September 2017 was the single biggest thing that convinced the Mayor and his administration that bus riders were not a minority and should be prioritized for street space. The Everett Transit Action Plan, which included extensive public process, helped set the stage for the City to begin a pilot for bus improvements shortly after the conclusion of the study. Most new planning projects go through a lengthy and typical process of holding nighttime meetings with residents, gathering feedback, and then spending months working with consultants to reach a final design, but this project was different. With the foundation of the Transit Action Plan, the City of Everett made a decision to try a new project implementation process.
    [Show full text]
  • Medstar Georgetown University Hospital Transportation Demand Management (TDM) Plan
    ` MedStar Georgetown University Hospital Transportation Demand Management (TDM) Plan October 2016 ZONING COMMISSION District of Columbia Case No. 16-18A ZONING COMMISSION 1 District of Columbia CASE NO.16-18A DeletedEXHIBIT NO.7C Table of Contents Section 1 ................................................................................................................................. 4 1.1 Background Information ....................................................................................................... 4 1.2 Anticipated Hospital Growth ................................................................................................ 4 1.3 Trip Generation ..................................................................................................................... 5 Section 2 ................................................................................................................................. 7 Market Research ..................................................................................................................... 7 2.1 Stakeholder Involvement ...................................................................................................... 7 2.2 Commute Survey ................................................................................................................... 8 2.3 Peer Review ........................................................................................................................ 10 Section 3 ..............................................................................................................................
    [Show full text]
  • Bike Sharing in the United States: State of the Practice and Guide to Implementation Bike Sharing in the United States
    DOWNTOWN BOISE Parking Strategic Plan APPENDIX A2 Bike Sharing in the United States: State of the Practice and Guide to Implementation Bike Sharing in the United States: State of the Practice and Guide to Implementation September 2012 Prepared by Toole Design Group and the Pedestrian and Bicycle Information Center for USDOT Federal Highway Administration Pedestrian and Bicycle Information Center CREDIT: CAPITAL BIKESHARE (WASHINGTON, DC) CREDIT: BOULDER B-CYCLE (BOULDER, CO) CREDIT: DECO BIKE (MIAMI BEACH, FL) NOTICE This document is disseminated under the sponsorship of the Federal Highway Administration in the interest of information exchange. The U.S. Government assumes no liability for the use of the information contained in this document. This report does not constitute a standard, specification, or regulation. The U.S. Government does not endorse products or manufacturers. Trademarks or manufacturers’ names appear in this report only because they are considered essential to the objective of the document. The opinions, findings and conclusions expressed in this publication are those of the authors and not necessarily those of the Federal Highway Administration. This document can be downloaded from the following website: www.bicyclinginfo.org/bikeshare September 2012. ACKNOWLEDGEMENTS This Guide was prepared by Toole Design Group and the Pedestrian and Bicycle Information Center through a cooperative agreement (DTFH61-11H-00024) with the Federal Highway Administration. This report would not have been possible without the support and assistance of the Advisory Committee, who were willing to share data, background information, and advice for future bike share programs. Also, special thanks to the League of American Bicyclists which distributed a bike share questionnaire to Bicycle Friendly Communities (results are reported in this report).
    [Show full text]
  • Dc Circulator Customer Satisfaction Survey 2019 Topline Report
    DC CIRCULATOR CUSTOMER SATISFACTION SURVEY 2019 TOPLINE REPORT Prepared for: Prepared by: Date: February 14, 2020 TOPLINE REPORT Background and Purpose The District Department of Transportation (DDOT) commissioned WBA Research to conduct the DC Circulator Customer Satisfaction Study in the Fall of 2019. From October 16th to November 11th, 2019, WBA Research (WBA) distributed surveys onboard buses throughout DDOT’s DC Circulator bus system. The purpose of this survey was to gauge satisfaction with the service offered by DC Circulator, as well as to identify areas of strength and areas where there are opportunities for improvement. Distribution and Completion. WBA’s trained survey distributors handed out surveys aboard DC Circulator buses on all six routes across the DC Circulator system. In total, WBA received 1,143 completed surveys across weekdays and weekends on all six routes. Weighting. WBA built daily weights by the route and day of the week on which a given respondent was surveyed. In order to build the weights, DDOT provided ridership counts for each route for the month of October 2019. By using the total ridership during the month of October 2019 for each route, WBA was able to build weights that allowed the results to be representative of each route’s ridership on a weekday or weekend. Key Findings Satisfaction. DC Circulator experiences high ratings from its riders, with riders giving an average overall satisfaction rating of 8.7 on a 0 to 10 scale. While this is still high, it is a decline from overall satisfaction observed in 2018 (9.0). Nearly all riders (99 percent) would recommend DC Circulator to others.
    [Show full text]
  • Service Evaluation Report
    System and Service Evaluation January 2017 Prepared by: Table of Contents Introduction ................................................................................................................................6 Service Overview ........................................................................................................................9 Historical Context .......................................................................................................... 9 System Changes ...................................................................................................................... 11 Service Span and Frequencies ........................................................................................... 12 Access to Service ........................................................................................................ 13 Network Structure ............................................................................................................ 15 Other Mobility Services ..................................................................................................... 15 DecoBike ................................................................................................................................. 16 ZipCar ...................................................................................................................................... 17 Taxis, Jitneys, and Transportation Network Companies (TNCs) ............................................... 17 UC San Diego Campus Shuttles .............................................................................................
    [Show full text]
  • Public Transport for Perth in 2031
    DRAFT FOR CONSULTATION MAPPING OUT THE FUTURE FOR PERTH’S PUBLIC TRANSPORT NETWORK. © State of Western Australia Published by the Department of Transport 140 William Street Perth Western Australia 6000 Published July 2011 Internet: www.transport.wa.gov.au Phone: (08) 6551 6000 Fax: (08) 6551 6001 CHairMan’S FOREWORD We have much to be proud of in the next 21 years and to propose has reached a stage in its development Perth’s public transport system. projects that will see construction of where another tier of service is needed infrastructure such as new railways, – an on-road Rapid Transit System. Over the past 25 years successive transit ways and bus lanes to better Without priority for public transport on Western Australian Governments support public transport and improve the roads, the quality and level of service have made bold and strategic quality of services. cannot be achieved and the network will not be able to meet demand. This decisions to modernise and We have worked closely with will lead to pressure for wider roads the Western Australian Planning significantly extend the passenger and increasing congestion on roads in Commission. The Directions 2031 and rail network and maintain a fully constrained environments. Beyond spatial framework for Perth integrated system that allows people and Peel has informed our planning. A strategic alignment of objectives to move around the city with ease. We recognise that an increasing between state transport agencies and concentration of housing, employment local government is needed to find a Our public transport system is regarded as and major services in the central and balance between travel demands and one of the best, newest and most efficient inner parts of the city will shape the community amenity.
    [Show full text]
  • Draft Maine State Rail Plan
    Draft Maine State Rail Plan TABLE OF CONTENTSview Chapter 1 Framework of the Maine State Rail Plan 1.1 Purpose of the State Rail Plan 1.1 1.2 Visions, Goals, Objectives of the Maine State Rail Plan 1.3 1.3 Transportation and Rail Planning in Maine 1.6 . Figure 1-1: MaineDOT Organizational Chart 1.7 . Figure 1-2: Maine’s MPO Areas 1.10 . Figure 1-3: Regional Planning and Development Councils 1.11 1.4 Public and Stakeholder Involvement 1.12 1.5 Review of Freight and Passenger Rail Planning Studies 1.17 1.6 Evaluation Criteria 1.18 Chapter 2 Freight Rail System 2.1 Overview 2.1 . Figure 2-1: North American Class I Rail Connections 2.2 . Figure 2-2: Map of MM&A Abandonment 2.6 . Figure 2-3: State of Maine Owned Rail Status 2.10 2.2 Freight Rail Industry Development 2.10 2.3 Maine’s Freight Railroad Facilities 2.12 2.4 International, National and Regional Context 2.21 . Figure 2-4: Canadian Class I Connections to Maine System 2.21 . Figure 2-5: Northeast U.S. Rail Freight System 2.22 . Figure 2-6: NS, CP, PAS and PAR Corridors 2.23 . Figure 2-7: Railroad Return on Investment and Cost of Capital 2.24 2.5 Freight Rail Issues and System Constraints 2.24 . Figure 2-8: Estimated National Highway System Peak-Period Congestion 2.25 . Figure 2-9: Estimated Rail Freight Service Levels, 2035 2.25 . Figure 2-10: Rail Clearance and Weight Constraints 2.28 .
    [Show full text]
  • Circle Line Screen 3 Public Comments Appendix
    Chicago Transit Authority Circle Line Alternatives Analysis Study Screen Three Public Involvement Public Comments and Questions (Appendix) Comment No: 23 Topic Area: 4, 7, 12, 13, 18, 20 Received via: UIC Without the North Connector between Lake St. and North/Clybourn, I question the benefits of the project against the $1.1 billion cost, which will eat up a lot of our allotment of new starts money (should we receive any). Much of the service area in this study already has decent bus service, making many of the connections planned in this LPA. If money is available to build the entirelong term goal, linking the north main line to the orange and creating an outer loop, then the benefits will be realized; otherwise the Clinton St/Larabee subway, red-orange-yellow extensions and the brown-mid city transit way should be the main focus of future rail extensions, competeing for very limited transit capitol funds. The Clinton/Larabee subway would also work to reduce loop congestion. Of course, Oct 2 could bring us good news for a potential windfall of new money to move forward on multiple projects, including the long term plan for the circle line. Should the current LPA move forward, a Madison St. station is critical. The United Center is the largest activity generator on the near west side outside of the medical district. Proximity is key to attract new users, expecially as basketball season is in winter months. A station at Madison would also encourage new infill TOD Development on existing surface parking lots, which are both owned and not owned by the United Center.
    [Show full text]